General Supercharger Thread

You could punch it through with some rubber u channel around the fender to absorb vibration on intake. Make a half box for bottom of filter to protect if an water gets in with drain hole.

 

I want to cut out a hole big enough to get the filter element through it, for easy access for cleaning, then bolt a panel over that hole with a 5" tube going through it. The panel and 5" tubing will be aluminum, so I'd like to have it stitch welded together. One side will have the filter element, the other side will be a silicone coupler to the 90* 5" tube. Not sure if it'll work out, but that's plan A.

 

Almost same premise of the old JLT high boost cai. Fender plate and large filter down low. Nice enclosure addition would be ideal

https://sbfilters.com/products/2003-2004-svt-cobra-high-boost-intake

 

Not trying to debate Just passing along the info so that people can take it in and make decisions is all!

The Torque Converter Lock up kit is a wired in manual switched override of the torque converter. It overrides the Flexlock when activated, not activated everything acts like normal. When paired with a stock VB then you'll be able to lock up in gears 2-6 on command. Paired with a nomad or extreme you'll be able to lock up 1-6 on command. Improved power input to the transmission because there is zero slippage, less heat generation, less fluid wear and improves engine braking.

I can get some more info on the DEXlll but that was Rodney's recommendation for those pushing lots of power. Pan is identical to the PML

 

Pretty much, yeah. I might need to look into other element sizes/shapes to see if something is better suited. Once I get it situated, I'll see if it needs any additional protection.

 

Thanks for the info. I already have flex lock disabled and a built VB with converter lockup dialed in for 4-6 shifts.
I am interested in the dex3 and pan setup.

 

That makes it sound like a manual lock up switch which I’m familiar with dating back to the early 2000’s and my built Cummins.

Does it allow for locked shifts or does it unlock for the shift and then lock up?

 

Curious on what fluid brand etc they’d recommend. I see b&m has a non syn formula

https://www.holley.com/products/off-road/transmissions/parts/80259

 

It seems a the dex 3 ,non syn, mineral atf are similar. Searched through a few forums and didn't see one that stood out. I bought a case of ldemitsu but will see if I can exchange it and give this a try.

 

That’s what I gathered as well

 

It does manually lock it up. Even in hpt I can have it shift 4-6 with it staying locked. But in wot it does sometimes unlock. So having a manual lockup would be beneficial while towing.

 

Wasn't one of the other trans builders saying lockup in 1st-3rd could burn up the TC or something due to low pressure? Does this vb fix that or it not actually an issue?

 

Less of an issue now, but all those hill climbs I did NA, in third gear, would have enjoyed this feature. The increased engine braking on the downhills could still be helpful.

Decisions, decisions.

 

just proving how more-ignorant y'all have made me:


yes, I need to get my shit re-tuned.

however, (this is the ignorant part), I really like how it performs.

The tune is bad only when I soft peddle it up an on-ramp. it gets into 6psi of boost before PE.

BUT - my remedy is simply push the peddle a smidge harder and the tune is perfect. I hit 3psi, then PE.


My fear is that if I have this thing re-tuned, he will neuter me a tad.

once things settle down around here, I'll schedule a tune. he needs 3 days....his schedule is packed.



sidebar....
that Harrop fella losing IC coolant has me all balled up.
I lose ~4 oz's every month or so.

If I have to change my I/C bricks, I'll change the oil in it as well. ~100k on the Harrop now.

 

I'm still learning everyone's setups and such, but who are you using if you are worried about getting neutered by a tune? Are you not running HP Tuners or something else you can load tunes yourself with? I don't know I'd be able to commit to a one-way update like that. Hell, I've debated whether or not I should have a "daily driver" and a "tow" tune.

 

(please don't think I have a clue as to how all this shit works)


Peitz Performance in Katy. Alex Peitz does my tune via HPT.
he's wicked smart.
I am not.
I leave all that tuning shit up to him.

I'm hoping it's as easy as moving the pedal % position thing.


and to your daily driver comment....bingo! my truck is a daily driver.


as to the neuter comment....6psi @ 14.5 AFR feels good....for all the wrong reasons (think> Icarus).
moving the AFR to 11-ish @ 6psi will probably feel different.

the tune goes to mid-10's AFR when it's in PE.


I'm leaning on @snivilous comment. it's probably as easy as moving the pedal position thing back a smidge.

 

It would be nice to lock it up when it downshifts in S mode. Currently mine if I’m in s5 and it downshifts to s4 it’ll stay unlocked until it shifts back to 5th. Tried working with OTT on this and I don’t think I was explaining it right to them.

 

Could be a limit of the converter clutch as well. Like a manual clutch, there are limits to the holding power. There’s a lot of torque going through there in the first 3 gears.

 

Yeah, I don't pretend to understand the logic of why it only locks up in 4-6, but Toyota warranties it that way, so WTF am I to question it? That said, I'm sort of past the point of warranties, so... if there is benefit the Aussies have found in their very different and more extreme environments than we typically have her in the states, then I'm open to it.

Full transparency, I'm more likely do to the pan before I add more electronics to the mix. I get some heat soak on long hauls under constant load. More capacity would likely take just enough of the edge off to eliminate it. That seems pretty low risk overall and I'm already going to be relearning the truck with the new VB, so I'm thinking baseline, retune if required, controller if desired. I like the MPG improvements stated. I like the engine braking benefits. I'm just also boycotting additional electronic add-ons for a few minutes.

 

I have never had this experience. Not stock and not in Stage 1. S4 it locks up quickly and stays locked. S5 & 6 will lock and unlock based on load. S3 and under, zero lock up. Coasting is always unlocked.

 

If you suspect you are losing coolant I’d investigate that sooner than later or it could cost you an engine if it starts to leak more rapidly into the cylinders. Are you using one of the approved coolants for the HX by Harrop? Most people put the Toyota pink in but that is not one of their specified coolants according to the manual, I used yellow ford stuff in mine. I know they had an issue in early production heat exchangers, but I never saw more than one failure of the early units and that other guy who posted in here would be #2.

Same for me on the 4th lockup after a downshift from 5th. 4th locks up reliably and quickly. I fear there are mechanical limitations to locking up anything under 4th. I think it was @Wynnded who was skeptical of his transmission problems after locking 3rd in his tune. Maybe the built VB addresses that though like stated. My question is if you have the TCC locked via lockup switch when it maybe shouldn’t be under a high load, will it work itself into a mechanical failure or is there other failsafes? I guess it would just downshift?

 

If I’m in s4 it locks. If I’m in s5 it’ll lock. If it downshifts to 4th it won’t lock back up until it shifts back into 5th. At least not that I’ve been able to make it do. Annoying because I can watch the trans temps climb into it goes back into 5th and locks and they immediately fall.

 

Ah! Gotcha! I've seen this, too. I actually forgot about this scenario because after having seen it, I just manually drop it into 4th since it is usually downshifting due to a long incline and it's not uncommon for me to proactively get into the power band and control the load % better. I also never really used S5 unless I was on a really flat stretch of road, not until going FI, and now I spend more time there than in S4, but I'm still manually dropping it into S4 since I can also better control when it upshifts back to S5. Not much worse than having it upshift for 15 seconds and then downshift again because it's a rolling hill climb.

 

Had to share...so I refueled this morning, after running my first full tank since I fixed my vacuum leaks from those torn o-rings under my SC. I got 15.5MPG on this tank, where I was in the low 12's before...all "city" driving with a lead foot.

 

Our hills aren't long enough around here to warrant the manual shift to 4th. Before the 5.29's I could only use s4 but afterwards I can tow the rzr in s5 and hold it easily. I'm hoping the boost and then dropping to a slightly smaller tires that are lighter and I can run 6th.

 

I'm curious if it's normal for startup and high idle speed to be drastically different once supercharger is installed. The behavior is more drastic on cold startup. but now that I have supercharger, when the truck starts, the engine speed surges pretty high for a moment and then comes down to a higher idle during cold start and when started warm, it also does the inital surge up and idle seems a little higher than before.

I've also notice an intermittent run on when letting off throttle during driving, like engine speed stays hig for a moment before dropping down.

This is a new install with Yotawerx tune, but I never ran the truck with supplied Magnusson tune so I don't know if the above conditions where there before tune.

 

Yes, it's a manual lock up switch and it will shift locked. The goal of the lock up kit is to reduce temperatures when cruising, climbing hills, towing and increase mileage. It is not meant to be locked during dyno runs, heavy right footed overtaking, or high boost situations.

Down under they use the lockup in 1-3 a lot when they are on corrugated roads and have 100miles of constant 20-40mph stretches or long periods of driving on the beach where you just physically can't get into a gear that will induce factory lockup. See the 79 and the camper it's pulling. Here being able to lock up in 1-3 has a greater benefit for towing w/ steep grades for greater engine braking or longer distances of driving where you can't get to 4th or higher. Cruising some of the highways of Colorado come to mind or getting off the grid somewhere in eastern wyoming/montana pulling a load camper to your favorite hunting camp. Commanding Lockup in the higher gears makes me think of driving west on I80 through Wyoming in a stiff 40 60 mph headwind the entire way from Cheyenne to the continental divide or Salina to Denver.

From what Rodney was telling me Dex3 is mineral based

 

Sounds like tune specific characteristics. I also believe that it staying in a lower gear and not upshifting immediately after getting off the throttle is to make it more sporty, and ready to provide power more readily for a longer amount of time than the stock tune which immediately upshifts for efficiency. Tow/haul behaves similarly I’ve noticed.

 

I have tow/haul setup for 4-6 TC lockup lower than stock rpm to where its not lugging. You could set it up to what you like. If your using S mode have them lower the AI/cruise TC lockups.

 

Thanks for expanding upon the use cases.

For the fluid, is there a recommendation on a specific product, or just DexIII with no preference?
This seems like a good solution and was mentioned in some of the online forums. Specifically, it says it DOES work with electronically controlled transmissions: Valvoline

@reywcms also posted a product he found, but it states NOT FOR electronically controlled transmissions: B&M

Since this sort of goes against the grain of "WS, WS, only WS" knowledge, a specific brand/product that has been proven to work well would be huge. For all I know the Dex/Merc is already too far beyond the DexIII that is being recommended.